Locomotive-wheel-flange oiler.



J. LITTLE. LOGOMOTLVE WHEEL FLANG APPL E OILER.

IGATION mum JULY 25, 1910.

I Patented July 7, 1914.

JO EFH LITT 0r ont ma; IOWA.

nooomorxvE-wnsnnrpauen OILER. I

Specification of Letters Patent. Patented July 7, 1914:,

Application filed July 25, 1910. Serial. No. 573,740.

To all 1072 0 m it may concern 7 Be it known that I, JOSEPH LITTLE, a citizen of the United States, residing at Delwein, inthc county of Fayette and State of Iowa, have invented a certain new and useful Locomotive-VVheel-Flange .Oiler, of which the following is a specification.

The object of my invention is to provide an oiling device of simple, durable and inexpensive construction for the purpose of oiling the flanges of locomotive wheels to prevent vvearnpon them in passing around curved tracks. p

More specifically it is my object to provide adevice of this kind in which the oil reservoir and supply pipe leading to the wheel flange may be warmed during cold weather by means of exhaust steam from the locon'iotive and also the oil may be forcibly carried to the locomotive wheel flange by steam pressure so that the oil is kept in suitable condition for flowing and at the same time its passage may be accelerated by the passage of steam through the oil pipe.

My invention consists in certain details,

- in the onstruction, arrangement and combination of the various parts of the device, whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claim and illustrated in the accompanying drawings, in which:

Figure 1 shows a side elevation of two 10- comotive wheels having'my improved oiling device applied thereto.

enlarged, detail, sectional view of my improved oiling device and a portion of a loeomotive wheel adjacent thereto. Fig. 3 shows an enlarged, detail, sectional view of my improved oiling device taken on a line at right angles to that on which Fig. 2 is taken, and Fig. 4 shows an enlarged, detail. sectional view of the discharge end of the oiling device.

Referring to the accompanying drawings, I have used the reference numeral 10 to indicate a locomotive wheelhaving a tread portion 11 and a flange 13, the face of the flange adjacent to the tread portion being slightly inclined at 1-1 as clearly shown in F ig.'2. This is the ordinary shape of 1000- motive wheel flanges.

My improved oiling device comprises a cylindrical oil receptacle 15 having a screw cap 16 at its top. 'Surroundingthe oil reeeptade 15 is a steam jacket 17 having a steam inlet pipe 18 and also having a dis-.

Fig. 2 shows an charge extension 19 at its lower end for oil and steam. Arranged at the bottom of the oil receptacle is a valve casing provided with a valve 20 of ordinary construction so arranged as to regulate the flow of oil from the oil chamber to the discharge extension 19. A passage way 21 is also provided in the bottom of the'jacket 17 so that the interior of the jacket communicates with the said discharge extension below the valve. Screwed into the discharge extension 19 is a discharge pipe 22 and this pipe is extended first straight downwardly and then laterally and downwardly in a direction toward a wheel flange as shown in Fig. 2. Slidingly mounted on the lower end of the dis-- charge pipeQO is a collar fitted a cylindrical flexible oiling member 21 which may, if desired, be made ofa piece of rubber hose or similar material. The lower end of this oiling member is tapered at 25 to fit against the surface 11 of a wheel flange. Mounted onthe lower end of the discharge pipe 22 is a nut 26 arranged within the oiling member 2.4 and which limits the downward movement of said oiling memberrelative to the discharge pipe. The said pipe however is free to move upwardly with the collar 23 but is ordinarily held by gravity and by the shaking of the pipe 22 to position where the beveled lower end thereof will rest against a wheel flange, The entire oiling device may be supported in position by means of a screw threaded rod 28 seated in a suitable socket 29 formed in one side of the steam jacket as shown in Fig.

For supplying steam to the steam jacket I attach a steam pipe 30 to the pipe. 18 leading to the jacket and this steam pipe 30 is designed to be connected to some suitable source of steam supplied from the locomo- -tive, preferably the exhaust from the locomotive air pump.

In practical use I first fill 23 to which is the oil rccep-., tacle with oil and then place the screw cap.

thereon; then the valve'20 may be opened;- to thedesired extent and steam may be discharged intofthe jacket in any desired manner. The steam will have an outlet through the discharge pipe 22 and thereforev will warm not only the entire outer surface of the oil receptacle but also-the valve casingand the discharge pipe, and furthermore the steam is permitted to flow through the less charge pipe to thereby create more or of a vacuum below the valve to draw oil through thevalve and to discharge it into theoiling member 2/1. In this manner I prevent all possibility of dust accumulating around the discharge pipe or in the valve in such a manner as to prevent the successful operation of the oiler. -The flow of oil may be regulated in two ways either by the amount of steam used or by the valve 20 or both.

By having the oiling member 24 slidingly.

mounted upon the discharge pipe 22 it. will always stand in frictional'engagement with the wheel flange, and furthermore the parts are so arranged that a new oiling member ceptacle and extended downwardly and laterally, a valve for controlling the passageway from the receptacle .to the discharge pipe, a sleeve fitted to and slidingly mounted on the lower end of the discharge pipe, a cylindrical flexible oiling member fixed to said sleeve, and a nut detachablymounted on the lower end of the discharge pipe contained within said cylindrical oiling member to thereby provide for detaching the cylindrical oiling member from the discharge pipe.

Des Moines, Iowa, July 13, 1910. JOSEPH LITTLE. Witnesses:

S, G. KENNEDY, R. B; JAMIsoN. 

